Watercraft with wave deflecting hull

ABSTRACT

The invention is directed to a watercraft hull design that comprises a hull having a bow, stern, top, and bottom. A wedge-shaped wave spreading system is located at a forward portion of the craft. The wave-contacting surface planes of the wave spreading system are positioned substantially perpendicular to the plane of smooth water. The bottom edge of the wave spreading system is positioned near the level of smooth water when the watercraft is at cruising speed. The wave spreading system has a forward apex which forms a substantially perpendicular or vertical leading wedge to the plane of water. Since the apex and planes of the wave spreader are substantially perpendicular to the water, oncoming waves encountered by the wave spreader will tend to be deflected horizontally. Accordingly, the watercraft will more easily “cut through” waves instead of riding over them. Located rearwardly of the wave spreader, an internal hull prow is spaced from the wave spreading system, creating an air space therebetween. The air space extends from the rearward surface of the wave spreader to the front of internal hull prow, creating a buffer zone or dampening space to further minimize any wave action not detected by the spreading system.

CROSS-REFERENCE TO RELATED APPLICATIONS/INCORPORATION BY REFERENCE

This U.S. patent application is a continuation-in-part of and claimspriority to pending U.S. patent application Ser. No. 12/057,039 filed onMar. 27, 2008 which is incorporated herein by reference in its entirety,which is a continuation-in-part of U.S. patent application Ser. No.11/028,274 filed on Jan. 3, 2005, now U.S. Pat. No. 7,188,575 issued onMar. 13, 2007. U.S. Pat. No. 7,188,575 is incorporated herein byreference in its entirety.

TECHNICAL FIELD

The present invention relates generally to watercraft. Morespecifically, the present invention relates to watercraft hulls designedto displace water in a manner to provide enhanced stability and movementthrough the water.

BACKGROUND OF THE INVENTION

Conventional recreational and commercial watercraft, for the most part,incorporate hulls which have V-shaped bottoms, with the V-shape, at itslowest point, forming a keel. The V-shape is thought to enable the boat,as speed is increased, to be pushed upwardly out of the water, as thewater traversing against the boat's bow is forced sideways anddownwardly at a vector to the outer shape of the hull. Such designs havebeen used for years, but have various deficiencies.

One detriment to such hull designs is that the draft of the boat tendsto sit relatively deep in the water in relation to the length and beamof the boat, thus requiring sufficient depth of water to accommodatethat draft. Another detriment to such hull designs is that they requirea relatively large amount of force (and horsepower) to propel such aboat forward at a sufficient speed to stabilize the boat, i.e., to forcethe water sideways and downwardly as the boat travels generallyhorizontally through the water.

With V-shaped hull designs, initially, as velocity begins to increasefrom zero, the bow of the boat acts much like a plow, digging into andthrough the surface of the water. This creates what is known as a “bowwave”. As velocity increases more, the bow tends to be forced upwardlyby the sideways and downward force being applied to the water by thecurvature of the V-shape of the hull being forced horizontally forwardand up over the bow wave.

Finally, when sufficient velocity is approached and then reached, theapex of the force on the V-shaped hull travels aftwardly along the hull,forcing the boat more upwardly to an increasing degree until a point isreached at which the bow, now out of the water, tends, by force ofgravity, to descend toward the water, pivoting on the apex of the forceagainst the sides and bottom of the V-shaped hull. This pivoting servesto raise the stern of the boat as the bow descends until the whole boatis lifted upwardly into what is known as a planing position. At thispoint, because there is relatively less water contacting the hull, dragfrom that water is reduced and the boat is correspondingly able to gosignificantly faster given the same amount of force propelling the boatforward.

Of course, as might be anticipated, the hydraulic force of the wateragainst the V-shaped hull is substantial, and thus at least an equallysubstantial counteracting force must be provided by the engine of theboat. Significant power is required to get the boat up to the planingposition and to maintain it there. The ultimate speed of the boat, whenplaning, depends on the specific design of the V-shaped hull, the weight(and weight distribution) of the boat, and the available power, i.e.,the size of the engine and the size and pitch of the propeller which isdriven by the engine. However, in all cases, the forward movement of theboat, at any speed, whether up on plane or not, is counteracted by bothsideways and downward vectors of force produced by the relativehydraulic movement of the water against the hull.

The amount of fuel needed to power a boat at a given velocity is indirect proportion to the overall degree of each of the forces needed tobe overcome to move that boat forward over a given distance. The greaterthose forces, the greater will be the amount of fuel consumed. Thus as ageneral proposition, if fuel economy is a concern, hull designs aredesirable which tend to reduce the overall amount of opposing forcesdirected against the hull during forward movement of the boat. Oneapproach to this is the use of relatively flat bottom hulls whereinthere is less counteracting hydraulic force imposed against the hull asthe boat moves forward. A flat hull is more readily pushed directly upover the bow wave to a position substantially on top of the water,creating less displacement of water by the hull in the dynamic mode asdistinguished from the static mode. In other words, dynamic displacementof water is significantly less with a flat bottom boat than with aV-shaped bottom. On the other hand, static displacement, when the boatis at rest, is substantially the same for a flat bottom or a V-bottomboat, given equivalent boat weights and hull surface contact with thewater.

Watercraft or boats with flat bottom hulls have been known for years.Small fishing boats have been manufactured using this design. Such boatshave a relatively shallow draft to enable sports fishermen to get intoshallow waters along shorelines, into shallow, swampy areas, and intolakes, ponds and streams which are not sufficiently deep to accommodatethe draft of conventional V-bottom boats.

Such designs have evolved into what are popularly called “bass boats”.Bass boat hulls are relatively narrow, in relation to length, withgenerally flat bottoms and relatively shallow V-shapes, if any. Thedraft of these boats is relatively shallow in comparison to V-shapedhulls. Once up on a plane, the vector force of the water is mostlydownwardly, forcing these boats to rise up out of the water to a greaterdegree at relatively slower speeds, thus ultimate velocity can begreater, and relatively less engine power may be required to reach agiven velocity.

The down side is that, because bass boats are relatively narrow beamedand because there is relatively little sideways or lateral force beingexerted against the hull of a bass boat, there is correspondingly lesslateral stability, and, due to a relatively narrow beam, such boats tendto be susceptible to laterally moving waves. Such flat bottom hulls arealso generally more susceptible to waves as the hull rides more on topof the waves rather than slicing somewhat through waves as V-shapedhulls do to a greater degree. Also, such boats do not steer as easily oras precisely as those with distinct, V-shaped hulls, due again to thefact that such boats incur relatively less opposing sideways forces,being those forces which tend to hold a boat to a straight forwardmovement. Such forces if present can be precisely altered by a rudderdevice at the stern. Therefore, when steered to turn, bass boats tend toskid laterally sideways more readily, thus making turning a much lessprecise and controllable skidding action, rather than the positive, moreprecisely controllable action of V-shaped hulls. Bass boat designsrarely incorporate sponsons, thus, for the sake of safety, it is almostnecessary to slow some high-powered bass boats down before turning, toboth effect a more precise turn and to prevent the boat from flippingover.

Both types of hulls are susceptible to wave action and may produceinstability depending on the height and direction of waves. Both typesof hulls have large surfaces which absorb the force of waves, and causesignificant vibration, vertical or lateral movement, or a combination ofthese. Other boats include hull designs which incorporate pontoons orsponsons for lateral stability and floatation, but such systems areundesirable for a number of reasons.

There is thus a need for a watercraft that overcomes the deficiencies ofthe prior art, and efficiently maneuverable in the water, whileproviding increased fuel efficiency and a smooth, stable ride, even inrough water.

SUMMARY OF THE INVENTION

The invention is therefore directed to a watercraft hull design thatovercomes the deficiencies of prior designs. The watercraft comprises ahull having a bow, stern, top, and bottom. A wedge-shaped wave-spreadingmulti-hull at a forward portion of the craft. The wave-contactingsurface planes of the wave spreading hull system are positionedsubstantially perpendicular to the plane of smooth water, at leastadjacent the water surface.

The wave spreading hull portions have a forward apex which forms asubstantially perpendicular or vertical leading wedge to the plane ofwater. Since the apex and planes of the wedge shaped hull portions aresubstantially perpendicular to the water, oncoming waves encountered bythe hull portions will tend to be deflected horizontally. Accordingly,the watercraft will more easily “cut through” waves instead of ridingover them.

Located rearwardly of the wave spreaders, an internal hull prow portionis spaced from the wave spreading surfaces, creating an air spacetherebetween. The air space extends from the rearward surface of thewave spreader to the front of internal hull prow, creating a dampeningspace to further minimize any wave action not deflected by the hullportions. The internal hull prow portion extends to a flat-bottomedsection of the hull. The air space further eliminates any surface thatwould tend to ride up onto a wave.

The portion of the hull that contacts water while the watercraft is atcruising speed is spaced rearwardly of the air space. This portion ofthe hull that contacts the water is generally flat, as opposed to theV-shape commonly found in watercraft. This flat-bottomed hull enablesthe watercraft to easily reach a plane, while displacing a smalleramount of water than typical V-shaped hulls. The multi-hull designaccording to the invention also facilitates displacement of waterbetween hulls, to further minimize forces acting on the boat.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a watercraft and hull in accordance withan embodiment of the present invention.

FIG. 2 is a back perspective view of a watercraft and hull of FIG. 1.

FIG. 3 is a schematic bottom view of an embodiment of a hull designaccording to the invention.

FIG. 4 is a schematic bottom view of an alternate embodiment of a hulldesign according to the invention.

FIG. 5 is a schematic bottom view of an alternate embodiment of a hulldesign according to the invention.

FIG. 6 is a schematic bottom view of an alternate embodiment of a hulldesign according to the invention.

FIG. 7 is a side view of a wave slicer and a splash guard in accordancewith an embodiment of the present invention.

FIG. 8 is a schematic bottom view of an alternate embodiment of a hulldesign according to the invention.

FIG. 9 is a side view of a center hull design according to theinvention.

FIG. 10 is a schematic bottom view of an alternate embodiment of a hulldesign according to the invention.

FIG. 11 is a side view of a center hull design according to theembodiment of FIG. 10 of the invention.

DETAILED DESCRIPTION

Reference will now be made in detail to an embodiment of the inventionas illustrated in the accompanying drawings.

Turning to FIGS. 1-2, an embodiment of a watercraft, generallyidentified by reference number 10, is illustrated. The watercraft 10comprises a hull 12 having a bow 14, stern, 16, port side 18, andstarboard side 20. The watercraft 10 may be built out of aluminum with aformed hull or sheets with welded seams. The hull 12 and other portionsof watercraft 10 could also be fabricated from other materials such as,for example, FRP, high-density polyethylene, other metals, or othersuitable materials.

As illustrated in FIGS. 1 and 2, and with reference to the schematic ofthe hull configuration in FIG. 3, the watercraft 10 comprises a hull 12which is designed to cut through waves or wakes of other boats, andminimize the forces acting on the hull to reduce the poundingexperienced with typical hull designs. The hull 12 further reduceslateral action on the hull which produces pitching. The hull 12 is of amulti-hull configuration, having first and second outer deep V-hulls 22(only one shown in FIG. 1) and a central wave-deflecting hull 24. Thehulls 22 and 24 each have a unique configuration to allow the aboveadvantages to be realized. A gunwale 15 is mounted above hull 12, and awindshield 17 is mounted above the gunwale and toward the bow 14. Thegunwale 15 has side rails 19, forming a passenger compartment for use ofthe boat 10. A motor mount 21 is provided for mounting of a boat motor23 to propel the watercraft 10.

The hull portions 22 and 24 each have a very narrow profile, and outerhulls 22 each have a pointed V-shaped front-end wave spreading structure26. The central hull 24 extends forward of the outer hulls 22, and has awave spreading structure 25 associated therewith. The extent that thecentral hull 24 extends forwardly of the outer hulls 22 can varydepending on the size of the watercraft 10, and the type of water bodythe craft is designed to operate in. In general, the central hull 24length may be from between 5 to 25% greater than the outer hull lengths.With reference to FIG. 3, the hull 24 is configured to have asubstantially flat bottom portion 28, with a upwardly tapered front end30. The front end 30 would normally be exposed to oncoming waves, but inthe present invention, the wave spreading structure 25 deflects anywaves away from the portion 30. This results in the hull portions 30 and28 being recessed or internal to the wave contacting surfaces of thehull 12. The wave spreading structure 25 may be formed of sheetmaterial, configured into a wedge shape having first and second sides 32and 34 and a front edge 36 directed forwardly. The sides 32 and 34 ofthe wedge shape present substantially vertical surfaces to facilitatewater displacement, resulting in a configuration that cuts through anywaves, minimizing wave forces acting on the hull 12. This also resultsin the boat 10 remaining substantially level as it moves across thewater, even if waves or wake are encountered. Further, the boat 10remains substantially level at different speeds when on plane, even ifloaded. The sides 32 and 34 extend toward the rear of boat 10, forming acavity behind the front edge 36. The sides 32 and 34 may extend to aposition which is adjacent the position that water contacts the internalprow formed by the portions 28 and 30 as the boat 10 moves across thewater. The sides also extend toward the water to a position just abovethe level of smooth water as the boat 10 moves through the water.

Each hull portion 22 is also formed with a large, somewhat verticalfront edge profile, presenting the approaching water with a knife-edgetype of profile. This edge cuts through any waves or wake and displaceswater laterally of each hull portion 22 along with the wave spreader 25associated with center hull 24. From the front edges 26, the hullportions 22 are formed to have substantially flat bottoms 40, with aslight upward taper 27 formed at the forward end of each hull 22 tofacilitate water displacement and planing of the boat during operation.The front edge 26 and forward side sections 29 of the hull portions 22form v-shaped or wedge shaped portions which present somewhat verticallyoriented wave spreading surfaces. Each hull portion 22 acts to spreadwaves laterally of the boat, and into the spaces 23 between hullsections. The spaces 23 between hulls 22 and 24 are designed toaccommodate the volume of water displaced by the hulls based upon thesize of the boat.

The wave spreading hull portions 22 may extend to a position that isspaced rearwardly from the front of center hull 24, such that oncomingwavers are first contacted by center hull 24, and subsequently contactedby the hulls 22. The hulls 22 are configured to cut through and deflectwith minimal resistance, the initially deflected oncoming waves, beforecontacting the remaining portions of hull 12. The hull portions 22 aredesigned such that the forward sections are positioned just above thesmooth water level when the craft is in operation, such that smoothwater will not impose substantial forces on the hull portions 22.Oncoming waves are spread and directed immediately away from craft 10 bythe substantially vertically oriented wedge surfaces 34 and 36 of hullportion 24, and the surfaces 29 of hull portions 22, which cut throughand deflect water with less drag than other hull configurations. Theheight of the apex 26 of portions 22 and 24 may be suitable for theenvironment in which the watercraft 10 is to be used. Each front edge 26on hulls 22 and 24 are designed to extend out of flat water to a heightabove any expected waves based on the size of boat and type of waterbodies such a boat would be operated in. For example, for watercraftadapted for use in larger bodies of water with larger waves, thevertical height of the forward sections of portions 22 and 24 may have agreater height.

Since the wave spreading configuration of each hull portion 22 and 24 isdesigned to deflect oncoming waves substantially horizontally, thewave-contacting surface planes 34 and 36 are preferably substantiallyperpendicular, to the smooth water surface while the watercraft is atcruising speed. However, it is also contemplated that thewave-contacting surface planes of the portions 22 and 24 may be scoopedor at a slight acute or obtuse angle to the smooth water while thewatercraft is at cruising speed. For example, a slight obtuse anglebetween the plane of smooth water and the wave-contacting surface planesof the wave spreader 25 will tend to deflect oncoming waves moreupwardly and therefore increasingly drive the watercraft through thewaves.

Referring again to FIG. 3, and the hull portion 24, there may be formedan air cavity 38 located rearwardly of the wave spreader 30. The aircavity 38 facilitates minimizing any pitching and pounding against thewaves by eliminating forward hull surfaces that would tend to ride up onor pound against waves. The air cavity 38 extends from the upper edgesof the hull portion 24 in a sloped configuration which terminates at theinternal hull prow 30. Internal hull prow 30 comprises the forward endof the hull bottom, and extends into the substantially flat-bottomedsection 28. In this embodiment, internal hull prow 30 is located atapproximately sixty percent (60%) of the length of hull 12 as measuredfrom the stern 14, but lengths between approximately 50 to 90% arecontemplated. The length of hull bottom 28, and thus the location ofinternal hull prow 30, can vary further for more particular designsassociated with different applications or environments within the scopeof the present invention. Due to the wave spreading action of the hulls22 and 24, generally, internal hull prow 30 encounters mostly smoothwater. If desired to provide a further surface for deflection of anywave, the wave contacting surface planes of internal hull prow 30 may beformed in a slight v-bottom configuration, but forming a substantiallyflat bottom 28 toward the stern 16 of craft 10.

The hull bottom 28 is located aft of the air cavity 38. A problem withconventional flat-bottomed watercraft has been their tendency to pitchand roll upon encountering waves. With the present invention, thisproblem is greatly reduced by the wave spreading hull portions 22 and24. As the surfaces 34 and 36 spread or deflect oncoming wavessubstantially horizontally away from the hull 12, waves which would tendto cause a flat bottomed to pitch up are reduced significantly.

The hull bottoms 28 and 40 generally provides a large flat surfacetransitioning from the forward wave-deflecting surfaces or from internalprow 30, such that the hull displaces less water than conventionalv-bottomed hulls at cruising speed. The smaller displacement of waterenables the watercraft to cruise higher in the water, as compared toconventional v-bottomed watercrafts. Additionally, the watercraft leavesa smaller wake and requires less power for propulsion. Therefore, fueleconomy is increased as compared to conventional v-bottomed boat hulls.Further, at the stern 16 of the craft 10, the bottoms 40 of the outerhulls 22 extend to a position rearward of the rear wall or motor mount21, to extend the flat bottom surface which rides on the water duringoperation. The center hull 24 is then configured such that the bottomsurface 28 terminates before reaching the stern. Water deflected by thewave deflecting surfaces of hulls 22 and 24, is thereby channeledthrough the spaces 23 between hulls, and at the stern, only the outerhulls have bottom surfaces contacting the water, to provide a reliefzone between hulls 22 at the rear of the craft 10. An upwardly angledtransition surface 46 extends from the stern to the bottom surface 28 atthe rear of bottom surface 40 to the gunwale and back wall 21.

In this embodiment of the watercraft 10 and hull 12, each of the hullportions 22 and 24 has at its top end, upwardly angled transitionsurfaces 42 and 44, extending from the apex 26. If waves are encounteredwhich extend up to this height, these surfaces 42 and 44 will alsodeflect waves away from the hull. Further, to facilitate stabilizing thecraft 10 in the water, whether under power or at rest, each hull portion22 and 24 may be formed in sections, with a lower section beingsubstantially vertically oriented relative to smooth water, and uppersections which are angled outwardly to form a larger water displacingstructure.

Turning to FIG. 4, an alternate embodiment of the hull configuration isshown at 100, and again may comprise a central hull 104 and two outerhulls 102, each of which has a wave spreading structure 105 associatedtherewith. In this embodiment, the wave spreading structure 105 of theouter hulls 102 and central hull 104, extends to approximately the sameforward position, such that each will engage and deflect waves. As inthe prior embodiment, the hull portions 102 and 104 may be configured tohave a substantially flat bottom portions 106 and 108, with a upwardlytapered front ends 110 and 112 respectively. The front ends 110 and 112would normally be exposed to oncoming waves, but in this embodiment, thewave spreading structures 105 deflect any waves away from the portions110 and 112. This results in the hull portions being recessed orinternal to the wave contacting surfaces of the hull 12. The wavespreading structures 105 may again be configured as a wedge shape havingfirst and second sides 114, 116 and a front edge 118 directed forwardly.The sides 114 and 116 of the wedge shape present substantially verticalsurfaces to facilitate water displacement, resulting in a configurationthat cuts through any waves, minimizing wave forces acting on the boat100. This also results in the boat 100 remaining substantially level asit moves across the water, even if waves or wake are encountered.Further, the boat 10 remains substantially level at different speedswhen on plane, even if loaded. The sides 114 and 116 extend toward therear of boat 100, forming a cavity behind the front edge 118. The sides114 and 116 may extend to a position which is adjacent the position thatwater contacts the internal prow formed by the portions 110 and 112 asthe boat 10 moves across the water. The sides also extend toward thewater to a position just above the level of smooth water as the boat 100moves through the water. Each hull portion 102 and 104 acts to spreadwaves laterally, and into the spaces 120 between hull sections. Thespaces 120 between hulls are designed to accommodate the volume of waterdisplaced by the hulls based upon the size of the boat.

Turning to FIG. 5, an alternate embodiment of the hull configuration isshown at 150, and may comprise first and second outer hulls 152 and 154,each of which has a wave spreading structure 155 associated therewith.In this embodiment, the wave spreading structure 155 of the outer hulls152 and 154, extend to a forward position of the hull, such that eachwill engage and deflect waves away from the other portions off hull. Asin the prior embodiments, the hull portions 152 and 154 may beconfigured to have a substantially flat bottom portions 156 and 158,with an upwardly tapered front ends 160 and 162 respectively. The frontends 160 and 162 would normally be exposed to oncoming waves, but inthis embodiment, the wave spreading structures 155 deflect any wavesaway from the portions 160 and 162. This results in the hull portionsbeing recessed or internal to the wave contacting surfaces of the hull.The wave spreading structures 155 may again be configured as a wedgeshape having first and second sides 164, 166 and a front edge 168directed forwardly. The sides 164 and 166 of the wedge shape presentsubstantially vertical surfaces to facilitate water displacement,resulting in a configuration that cuts through any waves, minimizingwave forces acting on the boat. This also results in the boat remainingsubstantially level as it moves across the water, even if waves or wakeare encountered. Further, the boat remains substantially level atdifferent speeds when on plane, even if loaded. The sides 164 and 166extend toward the rear of boat 150, forming a cavity behind the frontedge 168. The sides 164 and 166 may extend to a position which isadjacent the position that water contacts the internal prow formed bythe portions 160 and 162 as the boat 150 moves across the water. Thesides also extend toward the water to a position just above the level ofsmooth water as the boat 150 moves through the water. Each hull portion152 and 154 acts to spread waves laterally, and into the spaces betweenhull sections. The spaces 170 between hulls are designed to accommodatethe volume of water displaced by the hulls based upon the size of theboat.

Turning to FIG. 6, an alternate embodiment of the hull configuration isshown at 250, and may comprise first and second outer hulls 252 and 254,each of which has a wave slicing structure 225. The hull portions 252and 254 may be configured to have a substantially flat bottom portions256 and 258. The first and second outer hulls 252 and 254 may beconfigured as a wedge shape having first and second sides 264, 266 and afront edge 268 directed forwardly. The sides 264 and 266 of the wedgeshape present substantially vertical surfaces to facilitate waterdisplacement, resulting in a configuration that cuts through any waves,minimizing wave forces acting on the boat. This also results in the boatremaining substantially level as it moves across the water, even ifwaves or wake are encountered. Further, the boat remains substantiallylevel at different speeds when on plane, even if loaded. The sides 264and 266 extend toward the rear of hull 250, and when on plane, the hullportions 252 and 254 ride substantially on top of the water due to theflat, ski-like bottom portions 256 and 258. The sides 264 and 266 arethen positioned at about the level of smooth water as the hull 250 movesthrough the water. Each hull portion 252 and 254 acts to spread waveslaterally, and into the space outside or between hull sections. Thespace 270 between hulls portion 252 and 254 may be designed toaccommodate the volume of water displaced by the hulls based upon thesize of the boat. Further, the wave slicing structures 225, as shown inFIG. 7, extend from the front portion of the flat bottom portions 256and 258. The wave slicing structures 225 may be configured to have afront edge 268 which is oriented in a substantially vertical position,and transitions to be substantially horizontally oriented at the rearthereof. The slicing structure 225 therefore has a triangular shapewherein the two sides of the triangle shape are substantially verticalat the front edge 268 and transition to a substantially horizontalposition at the rear which is substantially flat against the flat bottomportions 256 and 258. The wave slicing structures 255 generate a vortexin the water that forces water to the bottom and outside edge of outerhulls 252 and 254. The water is then forced by gravity back into thewater and not into the boat's cockpit. This slicing structure may betermed a wave diffusion system. Further, splash guards 271 may beprovided to extend outwardly from the front portion of the outer hulls252 and 254. The splash guards 271 extend rearwardly from the front edge268, and may be above the surface of the water. Each splash guard 271blocks any water that is forced upward due to the interaction betweenthe hull 250 and the water.

Turning to FIG. 8, an alternate embodiment of the hull configuration isshown at 350, hull portions 322 and 324 each have a narrow flat profileand a wave slicing structure 355. The outer hulls 322 each have apointed V-shaped front-end wave spreading structure 326. The centralhull 324 extends forward of the outer hulls 322, and the front portionof the central hull 324 includes a wave spreading structure 325. Theextent that the central hull 324 extends forwardly of the outer hulls322 can vary depending on the size of the watercraft 10, and the type ofwater body the craft is designed to operate in. In general, the centralhull 324 length may be from between 5 to 25% greater than the outer hull322 lengths. The hull portions 322 and 324 are configured to have asubstantially flat bottom portion 340 and 328, respectively. On theouter hull portions 322, the substantially flat bottom portion 340begins at the front edge 326 and extends rearwardly to the rear of hullportions 322. On the center hull 324, the flat bottom portion 328 beginsat a front edge 336 of the wave spreading structure 325 and extendsrearwardly to the rear of the central hull 324. The center hull portion324 has a front end 330, which would normally be exposed to oncomingwaves, but in the present embodiment, the wave spreading structure 325is positioned forwardly of portion 330 and deflects any waves away fromthe portion 330, similar to the wave spreading structures described inprior embodiments. This results in the hull portion 330 being recessedor internal to the wave contacting surfaces of the hull 350. The wavespreading structure 325 may be formed of sheet material, configured intoa wedge shape having first and second sides 332 and 334 and the frontedge 336 directed forwardly. The sides 332 and 334 of the wedge shapepresent substantially vertical surfaces to facilitate waterdisplacement, resulting in a configuration that cuts through any waves,minimizing wave forces acting on the hull 350, and particularly hullportion 324. This also results in the hull 350 remaining substantiallylevel as it moves across the water, even if waves or wake areencountered. Further, the hull 350 remains substantially level atdifferent speeds when on plane, even if loaded. The sides 332 and 334extend toward the rear of boat 10, forming a cavity behind the frontedge 336. Toward the rear portion of the wave spreading structure 325,the sides 332 and 334 taper upward toward the rear, as shown in FIG. 9.The sides 332 and 334 may extend to a position which is adjacent theposition that water contacts the internal prow formed by the frontportion 330 allowing access to the front apex 390 and front portion 330.The wave slicing structures 355 extend from the front portion of theflat bottom portions 328 and 340. The wave slicing structures 355 may beconfigured similarly to that described in the embodiment of FIGS. 6 and7 for example. The two sides of the wave slicing structures 355 aresubstantially vertical at the front edges 326 and 336 and transition toa substantially horizontal position adjacent the flat bottoms 328 and340. If desired, the rear of the sides of the wave slicing structures355 may be cut at an angle as shown, forming another triangular shape atthe rear of the wave slicing structures 355. The wave slicing structures355 generate a vortex in the water that forces water to the bottom andoutside edges of hull portions 322 and 324. The water is then forced bygravity back into the water and not into the boat's cockpit. Thisslicing structure may be termed a wave diffusion system. Further, splashguards 371 may be provided to extend outwardly from the front portion ofthe outer hulls 322. The splash guards 371 extend rearwardly from thefront, and may be above the surface of the water. Each splash guard 371blocks any water that is forced upward due to the interaction betweenthe hull portions 322 and the water.

Each hull portion 322 is also formed with a substantially vertical frontedge profile, presenting the approaching water with a knife-edge type ofprofile. This edge cuts through any waves or wake and displaces waterlaterally of each hull portion 322 along with the wave spreader likestructure 325 associated with center hull 324. From the front edges 326,the hull portions 322 are formed to have substantially flat bottoms 340,to facilitate water displacement and planing of the boat duringoperation. Also, from the front edge 336, the hull portion 324 is formedto have a substantially flat bottom 328, to facilitate waterdisplacement and planing of the boat during operation.

The front edge 326 and forward side sections 329 of the hull portions322 form v-shaped or wedge shaped portions which present somewhatvertically oriented wave spreading surfaces. Each hull portion 322 actsto spread waves laterally of the boat, and into the spaces 323 betweenhull sections. The spaces 323 between hulls 322 and 324 are designed toaccommodate the volume of water displaced by the hulls based upon thesize of the boat.

The wave spreading hull portions 322 may extend to a position that isspaced rearwardly from the front of center hull 324, such that oncomingwave are first contacted by center hull 324, and subsequently contactedby the hulls 322. The hulls 322 and wave spreading portion 325associated with hull portion 324 are configured to cut through anddeflect waves with minimal resistance. The hull portions 322 and wavespreading section 325 are designed such that the forward sections arepositioned just above the smooth water level when the craft is inoperation, such that smooth water will not impose substantial forces onthe hull portions 322 and wave spreading section 325. Oncoming waves arespread and directed immediately away from the hull portions 322 and wavespreading section 325 by the substantially vertically oriented wedgesurfaces 332 and 334 of hull portion 324, and the surfaces 329 of hullportions 322, which cut through and deflect water with less drag thanother hull configurations. The height of the apex 326 of hull portions322 and 336 of wave spreading portion 325 may be suitable for theenvironment in which the watercraft is to be used, and generally aredesigned to extend out of flat water to a height above any expectedwaves based on the size of boat and type of water bodies the boat wouldbe operated in. For example, for watercraft adapted for use in largerbodies of water with larger waves, the vertical height of the forwardsections may have a greater height.

Since the wave spreading configuration of each hull portion 322 and 324is designed to deflect oncoming waves substantially horizontally, thewave-contacting surfaces are preferably substantially perpendicular tothe smooth water surface while the watercraft is at cruising speed.However, it is also contemplated that the wave-contacting surface planesmay be scooped or at a slight acute or obtuse angle to the smooth waterwhile the watercraft is at cruising speed. For example, a slight obtuseangle between the plane of smooth water and the wave-contacting surfaceplanes of the hull portions 322 and wave spreader structure 325 willtend to deflect oncoming waves and therefore increasingly drive thewatercraft through the waves.

Referring again to FIG. 8, and the hull portion 324, it should berecognized that there is formed an air cavity 338 located rearwardly ofthe wave spreader structure 325. The air cavity 338 extends from thewave spreader 325 to the internal hull prow 330. Internal hull prow 330comprises the forward end of the hull bottom, and extends into thesubstantially flat-bottomed section 328. In this embodiment, internalhull prow 330 is located at approximately sixty percent (60%) of thelength of hull 350 as measured from the stern 14, but lengths betweenapproximately 50 to 90% are contemplated. The location of internal hullprow 330, can vary further for different applications or environmentswithin the scope of the present embodiment. Due to the wave spreadingaction of the hulls 322 and wave spreading structure 325, generally,internal hull prow 330 encounters mostly smooth water.

Conventional flat-bottomed watercraft have a tendency to pitch and rollupon encountering waves. With the present invention, this problem isgreatly reduced by the wave spreading hull portions 322 and structure325. As the surfaces 334 and 336 spread or deflect oncoming wavessubstantially horizontally away from the hull 350, waves which wouldtend to cause a flat bottomed hull to pitch up are significantlyreduced.

The hull bottoms 328 and 340 generally provide a large flat surfacetransitioning from the forward wave-deflecting surfaces, such that thehull displaces less water than conventional v-bottomed hulls at cruisingspeed. The smaller displacement of water enables the watercraft tocruise higher in the water, as compared to conventional v-bottomedwatercrafts. Additionally, the watercraft leaves a smaller wake andrequires less power for propulsion. Therefore, fuel economy is increasedas compared to conventional v-bottomed boat hulls. Further, at the stern16 of the craft 10, the bottoms 340 of the outer hulls 322 may extend toa position rearward of the rear wall or motor mount adjacent the rear ofcenter hull section 324, to extend the flat bottom surface which ride onthe water during operation. The center hull 324 may be configured suchthat the bottom surface 328 terminates at a position forward of theouter hulls 322. Water deflected by the wave deflecting surfaces ofhulls 322 and 324, is thereby channeled through the spaces 323 betweenhulls, and at the stern, only the outer hulls have bottom surfacescontacting the water, to provide a relief zone between hulls 322 at therear of the hull 350.

Turning to FIGS. 10 and 11, an alternate embodiment of the hullconfiguration is shown at 400, with outer hull portions 402 and 404 andcenter hull portion 406, each having a wave slicing structure 410similar to that described in FIGS. 8 and 9 associated therewith. In thisembodiment, the outer hulls 402 and 404, as well as the center hullportion 406 each have a pointed V-shaped front-end comprising awedge-shaped structure forming a forward apex and two side wallsextending rearwardly from the apex. If desired, the center hull portion406 may not be provided, with just the outer hull portions 402 and 404provided. In this embodiment, the central hull 406 does not have aseparated wave spreading structure associated therewith, but still mayitself extend forwardly of the outer hulls 402 and 404. The extent thatthe central hull 406 extends forwardly of the outer hulls 402 and 404can vary depending on the size of the watercraft 400, and the type ofwater body the craft is designed to operate in. In general, the centralhull 406 length may be from between 5 to 25% greater than the outer hulllengths. Each of the hull portions 402, 404 and 406 are configured tohave a substantially flat bottom portion 412, with the substantiallyflat bottom portion 412 beginning at the front edge of each hull portionand extending rearwardly to the rear of hull portions. The wedge shapedstructure of each of the hull portions 402, 404 and 406 cuts through anddeflects any waves away from the hull portions to the outside of theouter hull portions and spaces between hull portions, similar to thewave spreading structures described in prior embodiments. The sides ofthe wedge shaped structures of each hull portion present substantiallyvertical surfaces to facilitate water displacement, resulting in aconfiguration that cuts through any waves, minimizing wave forces actingon the hull portions. This also results in the hull 400 remainingsubstantially level as it moves across the water, even if waves or wakeare encountered. Further, the hull 400 remains substantially level atdifferent speeds when on plane, even if loaded. The wave slicingstructures 410 extend from the front portion of the flat bottom portions412. The wave slicing structures 410 may be configured similarly to thatdescribed in the prior embodiments for example. The two sides of thewave slicing structures 410 are substantially vertical at the frontedges and transition to a substantially horizontal position adjacent theflat bottoms 412. The wave slicing structures 410 again generate avortex in the water that forces water to the bottom and outside edges ofhull portions 402, 404 and 406. This slicing structure may be termed awave diffusion system. In this embodiment, the ski portions 412 areconfigured to match the shape of the front portion of each hull portion,and no splash guards are utilized, but the arrangement of the priorembodiments could also be used.

Thus, in this embodiment, each hull portion 402, 404 and 406 is formedwith a substantially vertical front edge profile, presenting theapproaching water/waves with a knife-edge type of profile. This edgecuts through any waves or wake and displaces water laterally of eachhull portion. From the front edges, the hull portions 402, 404 and 406are formed to have substantially flat bottoms 412, to facilitate waterdisplacement and planing of the boat during operation. The front edgeand forward side sections of the hull portions 402, 404 and 406 formv-shaped or wedge shaped portions which present somewhat verticallyoriented wave spreading surfaces. Each hull portion acts to spread waveslaterally of the boat, and into the spaces between hull sections. Thespaces between hulls 402, 404 and 406 are designed to accommodate thevolume of water displaced by the hulls based upon the size of the boatand expected wave sizes.

The outer wave spreading hull portions 402 and 404 may extend to aposition that is spaced rearwardly from the front of center hull 406,such that oncoming waves are first contacted by center hull 406, anddisplaced toward the spaces between outer hulls 402 and 404 subsequentlycontacted by the hulls 402 and 404. The hull portions are configured tocut through and deflect waves with minimal resistance. The hull portionsare designed such that the forward sections are positioned just abovethe smooth water level when the craft is in operation, such that smoothwater will not impose substantial forces on the hull portions. Oncomingwaves are spread and directed immediately away from the hull portions bythe substantially vertically oriented wedge surfaces of each hullportion, which cut through and deflect water with less drag than otherhull configurations. The height of the apex of each hull portion may besuitable for the environment in which the watercraft is to be used, andgenerally are designed to extend out of flat water to a height above anyexpected waves based on the size of boat and type of water bodies theboat would be operated in. For example, for watercraft adapted for usein larger bodies of water with larger waves, the vertical height of theforward sections may have a greater height.

Since the wave spreading configuration of each hull portion is designedto deflect oncoming waves substantially horizontally, thewave-contacting surfaces are preferably substantially perpendicular tothe smooth water surface while the watercraft is at cruising speed.However, it is also contemplated that the wave-contacting surface planesmay be scooped or at a slight acute or obtuse angle to the smooth waterwhile the watercraft is at cruising speed. For example, a slight obtuseangle between the plane of smooth water and the wave-contacting surfaceplanes of the hull portions will tend to deflect oncoming waves andtherefore increasingly drive the watercraft through the waves.

As with the other embodiments, the problems associated with conventionalflat-bottomed watercraft which have a tendency to pitch and roll uponencountering waves, are resolved. As the wedge-shaped structures of eachhull portion spread or deflect oncoming waves substantially horizontallyaway from the hull 400, which would tend to cause a flat bottomed hullto pitch up are significantly reduced.

The hull bottoms 412 generally provide a large flat surfacetransitioning from the forward wave-deflecting surfaces, such that thehull displaces less water than conventional v-bottomed hulls at cruisingspeed. The smaller displacement of water enables the watercraft tocruise higher in the water, as compared to conventional v-bottomedwatercrafts. Additionally, the watercraft leaves a smaller wake andrequires less power for propulsion. Therefore, fuel economy is increasedas compared to conventional v-bottomed boat hulls.

The foregoing disclosure is illustrative of embodiments of the presentinvention and is not to be construed as limiting thereof. Although oneor more embodiments of the invention have been described, persons ofordinary skill in the art will readily appreciate that numerousmodifications could be made without departing from the scope and spiritof the disclosed invention. As such, it should be understood that allsuch modifications are intended to be included within the scope of thisinvention. The written description and drawings illustrate the presentinvention and are not to be construed as limited to the specificembodiments disclosed.

1. A watercraft comprising: a hull having a bow, a stern, a port side,and a starboard side, the hull having two outer hull portions and acenter hull portion, having a volume of space therebetween, wherein eachhull portion is formed with a bottommost portion formed as asubstantially flat ski type surface, the outer and center hull portionshaving a front portion comprising a wedge shaped structure forming aforward apex and two side walls extending rearwardly from the apex; andwherein waves impinging upon the front portion of each hull portion arespread laterally away from the watercraft and into the volume of spacebetween the outer hull portions; and wherein the volume of space is atleast as great as the volume of laterally spread waves.
 2. Thewatercraft as recited in claim 1, further comprising wave slicingstructures extending from a bottom of the front portion of saidsubstantially flat ski type surface of the hull portions, said waveslicing structure comprising a substantially triangular shaped structurehaving a forward apex and two transitioning side walls extendingrearwardly from the apex comprise a leading edge substantiallyperpendicular to said substantially flat ski surface with the sidestransitioning to a substantially horizontal position adjacent to saidsubstantially flat ski type surface.
 3. The watercraft as recited inclaim 1, wherein the separate wave spreading structure is formed as awedge shaped structure having a front apex and sidewalls extendingrearwardly from the apex.
 4. The watercraft as recited in claim 1,wherein the hull portions each have a substantially flat ski type bottomsurface that extends to the front of the hull portion.
 5. The watercraftas recited in claim 1, further comprising a wave slicing structureextending from a front portion of the substantially flat ski type bottomsurface of each hull portion.
 6. The watercraft as recited in claim 1,wherein the wave slicing structure associated with each hull portioncomprises a substantially triangular shaped structure having a forwardapex and two transitioning sidewalls extending rearwardly from the apex,wherein said wave slicing structure generates a vortex with a watersurface.
 7. The watercraft as recited in claim 1, wherein the centerhull portion has a length which is approximately 5 to 25% greater thanthe outer hull lengths.
 8. The watercraft as recited in claim 1, whereinthe volume of laterally spread waves is channeled through the volume ofspace between the hull portions, the volume of space providing a reliefzone between hull portions at the stern of the watercraft.
 9. Awatercraft comprising: a hull having a bow, a stern, a port side, and astarboard side the hull having two outer hull portions and a center hullportion positioned between the outer hull portions, the hull furtherhaving a volume of space between each of the two outer hull portions andthe center hull portion, wherein the hull portions are formed with abottommost portion formed as a substantially flat ski type surface, andhaving a wave spreading structure including a front portion comprising awedge shaped structure from a forward apex and two side walls extendingrearwardly from the apex; and wave slicing structures extending from abottom of the front portion of said substantially flat ski type surfaceof the hull portions, said wave slicing structures comprising asubstantially triangular shaped structure having a forward apex and twotransitioning side walls extending rearwardly from the apex.
 10. Thewatercraft as recited in claim 9, wherein the wave slicing structureassociated with the each hull portion generates a vortex with a watersurface.
 11. The watercraft as recited in claim 10, wherein the centerhull portion has a length which is approximately 5 to 25% greater thanthe outer hull lengths.
 12. The watercraft as recited in claim 9,wherein the center hull portion includes a separate wave spreadingstructure with an internal prow spaced from the wave spreadingstructure, the internal prow positioned at approximately 50 to 90% ofthe length of the hull extending from the stern.
 13. The watercraft asrecited in claim 12, wherein the wave spreading structure associatedwith the center hull portion forms a cavity in front of the internalprow.
 14. The watercraft as recited in claim 9, wherein the volume ofwaves impinging upon the front portion of the outer hull portions isspread laterally away from the watercraft and into the volumes of spacebetween the outer hull portions and the center hull portion and thevolume of waves impinging upon the front portion of the center hullportion is spread approximately equally into each of the volumes ofspaces; wherein the volumes of space are at least as great as the volumeof laterally spread waves.
 15. A monolithic watercraft hull comprising ahull having a bow, a stern, a port side, a starboard side, and a bottom;with at least two outer hull portions at the port and starboard sides,the at least two outer hull portions having a substantially flat skitype bottommost surface, and a wave spreading structure disposed at theforward ends, the wave spreading structure comprising a wedge shapedstructure having a forward apex and two side walls extending rearwardlyfrom the apex, wherein the side walls are positioned with a lower edgedisposed just above the smooth water level when the craft is inoperation, and the forward apex being a substantially verticallyoriented wedge surface with the height of the forward apex extending outof flat water to a height above any expected waves so as to deflectoncoming waves away from the wave spreading structures and the hullportions disposed rearwardly thereof.
 16. The watercraft hull as recitedin claim 15, further comprising at least one center hull portion havinga substantially flat ski type bottommost surface, and a wave spreadingstructure positioned at the forward end.
 17. The watercraft hull asrecited in claim 15, wherein the center hull portion includes a separatewave spreading structure with an air space is formed between the wavespreading structure and the front surface of the hull portionintermediate the bow and stern.
 18. The watercraft hull as recited inclaim 15, wherein the wave spreading structure of the center hullportion extends forwardly of the wave spreading structure of the outerhull portions.
 19. The watercraft hull as recited in claim 15, furthercomprising wave slicing structures extending from the bottom of thefront portion of said substantially flat ski type surface of each hullportion.
 20. The watercraft hull as recited in claim 19, wherein thewave slicing structures comprise a leading edge substantiallyperpendicular to said flat ski type surface with sides that transitionto a substantially horizontal position adjacent to said substantiallyflat ski type surface.